Abstract
A track adjustment system for operating a permanent-way machine (17) which is displaceable on a track system (1) comprises computer-controlled lifting and lining devices adjusting the track position, a control measuring system measuring the track position in the region of the lifting and lining devices (14), an acceptance measuring system measuring the corrected track position, and a tamping unit (24) tamping a ballasted track of the track system (1). For the purpose of achieving an improved track lining result, the amount of the elastic springback (c.sub.w) of the track panel, which is the result of a lining force (F) acting on the track, is calculated and said elastic springback (c.sub.w) is considered in the target value lining specification in such a way that the track is displaced with the lifting and lining devices by the amount of the elastic springback (c.sub.w) beyond the target position (0).
Claims
1. A track adjustment system for operation of a permanent-way machine which is displaceable on a track system, said track adjustment system comprising: computer-controlled lifting and lining devices adjusting a track position of a track of the track system, a control measuring system measuring the track position in a region of the lifting and lining devices, an acceptance measuring system measuring a corrected track position, and a tamping unit tamping a ballasted track of the track system, wherein the amount of elastic springback (c.sub.w) of a track panel caused by a lining force acting on the track is calculated and said elastic springback (c.sub.w) is considered in a target value lining specification in such a way that the lifting and lining devices displace the track by an amount of elastic springback (c.sub.w) beyond a target position.
2. A track adjustment system according to claim 1, wherein a mean lining error (c.sub.r) is calculated from a difference between the target position and an acceptance measurement by the acceptance measuring system, by which the track is additionally displaced by the lifting and lining devices within the terms of an approach to the target position.
3. A track adjustment system according to claim 1, wherein a resulting subsidence (u.sub.r) of a superelevation (u.sub.c) of the track system is calculated and is considered in a target value superelevation specification (u.sub.w) in such a way that the lifting and lining devices lift the track by an amount of the calculated subsidence (u.sub.c) over the target position.
4. A track adjustment system according to claim 3, wherein a mean superelevation error (u.sub.r) is calculated from a difference between the target position and the acceptance measurement of the acceptance measuring system, by which the track is additionally displaced by the lifting and lining devices within the terms of an approach to the target position.
5. A track adjustment system according to claim 3, wherein the subsidence (u.sub.r) of the superelevation (u.sub.c) of the track system of a track is calculated from an altitude position of the superelevated set of tracks (u.sub.w).
6. A track adjustment system according to claim 1, wherein the lining force is measured using force sensors and/or pressure sensors (p.sub.R, p.sub.K) assigned to the lifting and lining devices, and elastic springback (r.sub.w) of the track is calculated from said measured values.
7. A track adjustment system according to claim 1, wherein a common output device is assigned to the control measuring system and the acceptance measuring system, with which results of the measurements are displayed.
8. A track adjustment system according to claim 7, wherein corrective values are displayed by the common output device.
9. A track adjustment system according to claim 7, wherein the common output device is a monitor or a data logger.
10. A track adjustment system according to claim 1, wherein the control measuring system and the acceptance measuring system are assigned to a common computer device.
11. A track adjustment system according to claim 1, wherein positional data determined using a GPS device are assigned to the measured values of the control measuring system and the acceptance measuring system.
12. A track adjustment system according to claim 1, wherein the measured values of the control measuring system, the acceptance measuring system and/or corrective values are transmitted via a radio transmission link to a computer system.
13. A track adjustment system according to claim 1, wherein the track system is monitored using at least one image recording device, and the data of the at least one image recording device are transmitted via a radio link to a computer device, where measured values, corrective values and optionally positional data are assigned to the image data.
14. A track adjustment system according to claim 13, wherein the radio link is a wireless LAN.
Description
(1) The subject matter of the invention is schematically shown in the drawings for example, wherein:
(2) FIG. 1 shows a track construction machine in a side view, having a track adjustment system in accordance with the invention;
(3) FIG. 2 shows a top view of the control measuring system and the acceptance measuring system;
(4) FIGS. 2a to 2c show simplified views of the track position in a top view;
(5) FIG. 3 shows a superelevated track in a cross-sectional view through the ballast bed;
(6) FIGS. 4 to 4b show a simplified view of the superelevation;
(7) FIG. 5 shows a diagram concerning the connection between the lining force and the springback effect;
(8) FIG. 6 shows a diagram concerning the correlation between the lifting value and the superelevation;
(9) FIG. 7 shows a functional diagram of a computer control system of the track adjustment system;
(10) FIGS. 8 and 9 shows screen displays according to the prior art, and
(11) FIG. 10 shows a screen display in accordance with the invention.
(12) FIG. 1 shows a permanent-way machine 17, which comprises a tamping unit 24 consisting of a vibration drive 26, a lateral feed cylinder 25 which can be reciprocated on guide columns 23, and tamping tools 23. During the tamping, the tamping tools 57 enter the ballast on either side of the sleepers and compact said ballast, so that the lifted and aligned track panel maintains its position after the tamping and the advancement of the machine. The track panel is lifted to the target position via the lifting cylinders 15 and the lifting rollers 16, which act on the rail head. The track panel is brought to the lined position via the lifting and lining devices for adjusting the track position, i.e. the track lining roller 14.
(13) A control measuring system for measuring the track position comprises a cord measuring system, i.e. a tensioned steel cord consisting of the sections a.sub.w and b.sub.w as well as a track lining measuring carriage 7 and an encoder via which the deflection of the steel cord is measured. The acceptance measuring system comprises a trailing measuring cord consisting of the sections a.sub.r and b.sub.r, by means of which the achieved track position is measured and recorded. The acceptance measuring system is situated beneath a trailer 18, which is connected via a drawbar 21 to the main machine and which runs on the other side by a running gear 20 on the track. The main machine per se rests on the two bogeys 19. The working cord is tensioned between a front tensioning carriage 10 and a rear tensioning carriage 5. The measuring cord is tensioned between the rear tensioning carriage 5 and the rear acceptance tensioning carriage 2. The entire vehicle is movable on the track system 1. FIG. 1 also shows the arrangement of a GPS antenna 48, a wireless LAN antenna 51 and a radio antenna 54 for the wireless transmission of the data.
(14) FIG. 2 schematically shows in the upper image section the two rails of the track system 1. The illustration further shows the front tensioning carriage 10, the track lining measuring carriage 7 with the lining sensor, the rear tensioning carriage 5, the rear acceptance track lining measuring carriage 3 and the rear acceptance tensioning carriage 2. The deflection is respectively detected by means of potentiometers via drivers 4 which are suspended in the cords. The illustration further shows the lining unit 14, which is to push the track to the target position by means of the lining cylinder 9. The pressures in the lining cylinder 9 and thus the active lining force F are detected by the pressure sensor 47 (p.sub.R pressure acting on the cylinder ring surface and p.sub.K pressure acting on the cylinder piston surface). The position of the tamping units 6 is also indicated.
(15) The diagram according to FIG. 2a, which is shown underneath, is further shown in a simplified view. The illustration now only relates to the track axis. The dashed line shows the position of the faulty track. The deflection k.sub.w can be seen on the lining sensor 7 before the lining. If the track is pressed to the zero position by means of the lining cylinder (amplitude on the lining sensor=0dashed line) and the lining cylinder is switched back to idle running, the track will spring back by the value r.sub.w. In reality, the fault was only corrected to the measure r.sub.w. If the machine progresses to the next tamping process, this fault remains in the track. The residual error r.sub.r then occurs on the acceptance record.
(16) The diagram according to FIG. 2b shows the effect intended by the invention. The dashed line shows the lining error before the tamping. The target value is predetermined in such a way however that the track is overpressed by the measure c.sub.w. After the lining process, the track springs back by this measure and comes to lie in the intended zero position. The tendency of any still remaining minor lining errors is detected by the acceptance measurement 3 by the mean value c.sub.r. In the detail X according to FIG. 2c, the conditions of FIG. 2a are shown on an enlarged scale. The straight line 0 stands for the position of the ideal track.
(17) FIG. 3 shows a superelevated track in the cross-sectional view in a curved arc. The ballast bed 27, a sleeper 26 and the subgrade 28 are shown. The ballast bed thickness h.sub.0 beneath the reference rail (which remains at zero as regards height) and the ballast bed thickness h.sub.u beneath the super elevated rail are shown. u stands for the superelevation of the track and for the superelevation angle. Reference numeral 25 is the rail superelevated by u. The superelevation is measured by means of a pendulum sensor 24.
(18) FIG. 4 schematically shows in the upper image section two rails of the track system 1 again. The actual superelevation is detected at the front tensioning carriage 10 via the preliminary measuring pendulum 31. The working pendulum 30 is mounted at the working location close to the track lining measuring carriage 7. The acceptance pendulum 29 is located on the acceptance measuring carriage 3. The position of the rear bogey 19, which already exerts a force on the tamped track which leads to subsidence, is also shown. The track is lifted via two hydraulic cylinders (one on the left and one on the right) by means of the lifting and lining device 14. In this process, the superelevated track 25 is lifted by the superelevation u over the reference track of the inner side of the arc.
(19) The further simplified diagram according to FIG. 4a represents the progression of the superelevation u over the path of the track. u.sub.N designates the target superelevation. The dashed line shows the progression of 33 of the superelevated rail with respect to the rail on the inside of the arc prior to lifting. In order to bring the rail to the target superelevation u.sub.N, the rail must be lifted by u.sub.w (dashed line 32). The track subsides by u.sub.r under the axle load of the following bogey (2Q axle loads). This fault is detected by the acceptance measuring record.
(20) The effect of the invention is illustrated in the diagram according to FIG. 4b. The non-processed track (dashed line 33) is now additionally lifted by the expected subsidence amount u.sub.c. After the subsidence process, caused by the bogey 19, only a minor average residual error u.sub.r occurs after the subsidence process.
(21) The diagram according to FIG. 5 represents the correlation between the lining force F and the springback of the track panel c.sub.w. E represents the elastic springback progression of the curve, whereas P represents the plastic progression (remaining track displacement). The amount of the elastic springback c.sub.w can be calculated via this mathematical correlation.
(22) FIG. 6 represents the correlation between the subsidence of the superelevation u.sub.c, depending on the lifting value u.sub.w of the superelevated track in form of a diagram. The diagram shows that subsidence u.sub.0 occurs even under lifting=0 as a result of the loosening of the ballast bed during tamping.
(23) The control diagram of a track adjustment system in accordance with the invention is shown in FIG. 7. The computer unit 48 combines the acceptance and control computer and is expanded by the functionality shown in the illustration. The screen display of the geometric guidance and the acceptance recording are combined on the monitor 39. Conversion to the lining force is carried out via the hydraulic pressures pK and pR. The springback path is calculated by the correlation between the force and the springback (see FIG. 5). Via the residual lining error c.sub.r, which is determined by the acceptance measurement, the mean value of c.sub.r is formed over a baseline (of approximately 5-10 m) and added to the springback path c.sub.w . This corrective value is added to the predetermined lining value r.sub.w and is output as the new target lining value r.sub.w to the control unit by the computer.
(24) The subsidence u.sub.c, which is dependent on the lifting value u.sub.w of the superelevated rail, is calculated according to the correlation according to FIG. 6. The mean value u.sub.r is formed over a base length (of approx. 5 to 10 m) from the residual superelevation error u.sub.r measured by the acceptance pendulum, and is added thereto. Said corrective value is now added to the predetermined superelevation value u.sub.w and is output as the new target superelevation value u.sub.w to the control unit.
(25) A wireless data transmission system having reference numeral 53 and comprising an antenna 54 is connected to the combined computer, which allows the direct transmission of the data. Reference numeral 49 is a GPS receiver with antenna 56, which adds absolute coordinates to the typical arc length data of the track geometry. Reference numeral 50 is a wireless LAN device with antenna 51 which allows the data transmission from an image recording device 52, i.e. a camera or the like.
(26) FIG. 8 schematically shows a screen 39 for the control and master computer of the tamping machine according to the prior art. Reference numeral 38 shows the kilometer mileage. The column 34 shows the progression of the target lining value. Column 35 shows the progression of the target longitudinal altitude value. Column 36 shows the progression of the target elevation and column 37 shows the progression of the lining corrective value.
(27) FIG. 9 schematically shows the screen 40 of the acceptance recording according to the prior art. As is shown in the image, said screen shows with the usual configurations the twisted X/Y axes on a separate monitor in comparison to the screen display of the illustration on the control and master computer. Reference numeral 38 shows the kilometer mileage. The column 34 shows the progression of the direction after processing. Column 35 shows the progression of the longitudinal altitude after the processing. Column 36 shows the progression of the achieved superelevation, and column 37 shows the progression of the remaining lining error.
(28) FIG. 10 shows the combined data display in accordance with the invention with the same X/Y axial lining in one image. The screen can continuously be divided via a slider 47 into a control and master computer record 39 and an acceptance record 40. The columns correspond to the columns as described in FIGS. 8 and 9. In the acceptance record, tolerances (43, 44, 45, 46) have been entered for the individual acceptance quantities. In order to show the machine operator the effectiveness of the invention (and to provide a possibility for intervention), the target superelevation record (column 36) of the control and master computer display shows the superelevation correction (dashed line) u.sub.c+u.sub.r. Similarly and in contrast thereto, the remaining residual error u.sub.r can be designated in the acceptance record. In the column 37 for the corrective lining value, progression of the corrective overpressing value c.sub.w+c.sub.r is shown in the control and master computer record. In contrast, the acceptance record of column 37 shows the residual lining error c.sub.r. Symbol 53 designates a point in the track in which a particularity of the track was documented by the image recording device. In the case of GPS coordinates, they will be added in addition to the arc length data in column 38. Reference numeral 55 shows a position in which it was not possible to prevent the exceeding of the tolerance.
